Automatic railway-signal.



Patented Nqv. 7, I899. J. M. WILLIAMS &. T. P. &. H. W. KINNEY.

AUTOMATIC RAILWAY SIGNAL.

(Application filed June 14, 1899.)

(No Model.)

7 Sheets-8lueet WITNESSES INVENTOR5 No. 636,604. Patented Nov. 7, I899. J. M. WILLIAMS & T. P. a. H. w. KINNEY. AUTOMATIC RAILWAY SIGNAL.

(Application filed June 14, 1899.)

THE "cums warns on. vncrrovuma, WASHINGTON n. c.

N0. 636,604. Patented Nov. 7, I899. J. M. WILLIAMS &. T. P. &. H. W. KINNEY. AUTOMATIC RAILWAY SIGNAL.

(Applicafion filed June 14, 1899.)

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No. 636,604. Patented Nov. 7, I899. J. m. WILLIAMS}. T. P. &. n,- w. KINNEY.

AUTOMATIC RAILWAY SIGNAL.

[Application filed June 1'4, 1899.) (No Model.) 7 Sheets-8heet 4,

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No. 636,604. Patented Nov. 7, I899. J. M. WILLIAMS & T. P. &. H. W. KINNEY.

AUTOMATiC RAILWAY SIGNAL.

(Application filed June 14, 1899.) (No Model.) 7 Sheets-Sheet 5.

G m/nu); QM (9 N Y NORRIS PETERS co. PHOTO-LITNQ. wunxom No. 636,604. Patented Nov. 7, I899.-

-J. M. WILLIAMS &. T. P. 81. H. W. KINNEY.

AUTOMATIC RAILWAY SIGNAL.

(Apylication a1 m 14 1 ed Ju 899.)

(No Model.) 7 S h e e t s S h e e t 6,

Alumn i y ziminlli llimmmmg [N VEZY T011? 4 Atlofney No. 636,604 Patented Nov. 7, I899.

J. M. WILLIAMS 8:. T. P. & H. W. K INNEY. AUTOMATIC RAILWAY SIGNAL.

(Application filed June 14, 1899.) (No Model.) 7. Sheets-Sham 7.

WITNESSES INVENTOR we: whims PETERS cm, PHomLlTl-la. wnsmnmon. I.- c.

JAMES M. WILLIAMS AND THOMAS P. KINNEY, OF DANVILLE, AND HARRY W. KINNEY, OF LYN OHBURG, VIRGINIA, ASSIGNORS OH ONE-FOURTH TO JAMES A. HENDERSON, OF DANVILLE, VIRGINIA.

AUTOMATICRAILWAY-SIGNAL.

SPECIFICATION forming part of Letters Patent No. 636,604, dated November 7, 1899.

Application filed June 14, 1899. Serial No. 720,532. (No model.)

To aZZ whom it may concern:

Be it known that we, JAMES M. WILLIAMS and THOMAS P. KINNEY, residing at Danville, county of Pittsylvania, and HARRY WV. KIN 5 NEY, residing at Lynchburg, county of Campbell, State of Virginia, citizens of the United States, have invented certain new and useful Improvements in Automatic Railway-Signals; and We do hereby declare the following I to be a full, clear, and exact description of the invention, such as willenable others skilled in the art to which it appertains to make and use the same.

Our invention relates to improvements in r automatic electric signals, and particularly to that class of signals which are adapted to give Warning at railroad-crossings.

It consists in a signal mechanism compris-,.

ing a gong-box, distant track-boxes electrically connected with the said gong-box, near track-boxes adapted to be electrically connected with the said gong-box after a train has passed the crossing, means for ringing the gong, and means for setting the same again after the train has passed.

It also consists in an electrical signaling apparatus comprising a gong-box, an electric motor mounted therein, gearing connecting the said motor with a circuit making and breaking device, the said motor being c0nnected with track instruments, a gong-ringing mechanism mounted in the said box, and gearing connecting the said gong mechanism with the said motor, whereby the spring of the gong-operating mechanism may be rewound and set ready for the next operation of the device.

It also consists in a signal mechanism comprising a gong-box, a gong mounted therein,

spring-actuated means for operating the said gong, means for setting it into operation at the proper time, means for rewinding the mainsprin g of the gong-operating mechanism, the said means being adapted to prevent 5 the overwinding of the said spring, and means for electrically controlling the mechanism in the gong-box.

It further consists in an automatic electric signaling device comprising a suitable gongbox, trackinstruments electrically connected 5o therewith, each of the said track instruments comprising a casing or box having levers pivoted therein, a circuit making and breaking device adapted to be operated by the said lever, and a spring for holding the said circuit making and breaking device normally out of contact.

It also consists in certain other novel contructions, combinations, and arrangements of parts, as will be hereinafter fully described and claimed.

In the accompanying drawings, Figure 1 represents a diagrammatical view of a section of a railway-track, showing a crossing and the arrangement of our improved automatic electrical signaling device. Fig. 2 represents a vertical section through a gong-box,showing part of the mechanism therein in side elevation. Fig. 3 represents a similar View illustrating another portion of the said mechan- 7o ism in side elevation. Fig. 4represents a detail sectional view through a gong-box, showing a portion of the gong-winding mechanism. Fig. 5 represents a detail top plan View of the operating mechanism in the gong-box. Fig. 6 represents a detail fragmentary View of portions of the same. Fig. 7 representsa diagrammatical view of the circuits employed in controlling the gong mechanism. Fig. 8 represents a sectional view through one of the track instruments, showing the parts of the mechanism in side elevation; and Fig. 9 represents a vertical transverse section through the same.

To produce a successful automatic signal for railway-crossings, a gong or other sounding device should be operated at the crossing as long as the train or a pair of wheels is approaching and should stop instantly after the crossing is passed. The warning also should go be givenin ample time to prevent an accident. The engine or first pair of Wheels approach- Kng the crossing should instantly start the ong ringing and the last pair of wheels stop the ringing instantly upon passing the cross- 5 mg.

In carrying out the features of our invention we arrange a suitable gong mechanism,

as at A, near the crossing, as B. This gong mechanism is electrically connected with distant track-boxes, as O 0, located at suitable distances from the said crossing on each side thereof togive warning at the crossing in ample time, and near track-boxes, as D I), close to the crossing. in the circuit of the near track-boxes D we preferably arrange relays, as E E, the magnets of which are in circuit with the rails of a section of the track for a suitable distance upon each side of the crossing, as clearly seen in Fig. 1 of the drawings. \Vhen a pair of wheels is upon these sections of the track, the relays will hold the circuits through the near track instruments open until the last pair of wheels have passed from the said sections, when the near boxes will become operative and can stop the ringing of the gong. It will be noted that the circuits of the relays (represented by the wires 6 e) are entirely local circuits and do not operate any of the mechanism inside the gougbox, they being merely used to maintain an open circuit through the near track instruments for the proper length of time. In the event of there being a siding, as at F, near the crossing and near the section of track included in the circuit of the relay E there might be a time when a train would move upon the said section of track and pass out upon the siding without going over the crossing. In this instance it would be necessary to place a gong-stopping track instrument upon the said siding, as at G, so that after the train has passed upon the siding the gong which had been set into operation by the ap proach of the train would be caused to cease its operation. In case a siding should occur between the distant track-boxes and the gongbox, as at H, it would be necessary to place additional track-boxes, as at I I, to control the circuits in the gong mechanism. By reference to Fig. 1 it will be apparent that the gong mechanism will be operated by a train moving toward the crossing from either direction, the distant track-boxes C setting the gong to ringing as the train approaches and the near boxes stopping the same after the last wheels of the train have passed the crossing. It will be seen that the wheels of the train maintain the local circuits through the relays E until after the last pair of wheels have passed the crossing, when the said relays will be energized and permit the circuit to be made through the near boxes and the said last pair of wheels actuating the same will stop the ringing of the gong. The sections of the track which form a part of the circuits through the relays are thoroughlyinsulated at the crossings at J. Should a second train follow the first very quickly, the gong would not cease ringing when the first one passed off the section, because the wheels of the second train would maintain the relaycircuits and prevent the last pairs of wheels of the first train from stopping the gong. The mechanism, however, would be in condition for the last wheels of the second train to stop the ringing of the gong as it passed the crossing.

The gong mechanism located at the crossing and connected with the track instruments 0 O, D D, G, or I, as shown in Fig. 1, forms an important feature of our invention and is preferably located in a suitable casing or boxing, as 1, near the said railway-crossing. Interiorly of the said casing is arranged a suitable framing, as 2, comprising plates bolted together, so as to leave a suitable space between them, in which a portion of the mechanism is arranged. Between the said plates, near the base of the box, is located an electric motor 3, the said motor extending on each side through suitable openings formed in the plates of the framing 2. The motor may be constructed in any suitable and well-known manner and carries upon its shaft an actuating-pinion, as 4:, which meshes with a large gear-wheel 5, secured to the outer face of the framing 2. The gear-wheel 5 meshes with a pinion 6, which in turn meshes with and is adapted to operate a segmental gear, as 7, carried by a shaft 8, which extends entirely through the frame 2 and actuates suitable circuit maintaining and breaking mechanism located upon the other side of the said framing, as will be hereinafter fully described. A lever, as 9, is pivotally mounted on the framing and carries a pivoted cam 10, which is adapted to rest upon the periphery of a drum or hub extension 11, formed upon the gear-wheel 5. The said lever 9 carries at its outer end a piv- 'oted arm or detent 12, the outer end of which is normally held in its upper position by means of a spring 13. The detent 12 is adapted to be raised or lowered for controlling the gongoperating mechanism according to the direction in which the gear-wheel 5 travels,the said lever 9 and its detent being lowered through the action of the cam 10 when the drum is rotated in one direction and raised when the drum is rotated in the opposite direction. Between the plates of the frame 2 is mounted the gong-operating mechanism, comprising a main shaft 14, carrying at one end a barrelspring 15. The said spring is adapted to actuate a gear-wheel 16, which meshes with a similar gear-wheel 17 upon the counter-shaft 18. A ratchet is secured to the counter-shaft 18, as at 19, and engages the operating-arm 20 of a hammer or tapper 21, mounted in suitable proximity to the hell or gong 22. The end of the shaft 18 extends through one of the plates of the casing 2 and carries a gear-wheel 23, which meshes with a pinion 24, carried by the gear-wheel 25. '1hegear-wheel25 meshes with a pinion 26, which has secured to its shaft a fly or s 'ieedregulator, as 27. The

wings of the fly 27 revolve so that their peripheries pass in close proximity to the detent 12, heretofore described, the arrangement being such that when the detentis lowered the fly will be free to operate; but when the said detent is raised it will engage one of the wings of the said fly and hold it stationary. In order to prevent the gong mechanism from turning in the wrong direction, the outer end of the shaft 14 carries a ratchet-wheel 28, which is engaged by a pair of pawls 29, mounted upon a suitable stud on the frame 2. By using two pawls 29, one of which is a little shorter than the other, the ratchet-wheel is always held with certainty against rotation in the wrong direction. These pawls 29 are held into engagement with the ratchet-wheel 28 by means of suitable springs, as 30, Fig. 3. The motor 3 is also adapted to be connected with the shaft 14 by a train of gearing, so that the spring may be rewound after the gong has ceased to operate. This train of gearing comprises a gear-wheel 31, which meshes with a pinion 32, carried by the shaft of the gear-wheel 5. The said gearwheel 31 also meshes with a gear-wheel 32, loosely mounted upon the shaft 14. Upon one face of the gear-wheel 32 are arranged a series of pins, as 33, said pins being adapted to engage the end of a pawl 34, mounted upon a shaft 35. The shaft is carried by an arm 36, secured to the shaft 14. One end of the shaft 35 also carries a lever 37, which is normally held against the shaft 14 by means of a spring, as 38. When the gear-wheel 32 is rotated in one direction, one of the pins 33 will engage the pawl 34, and through the arm 36, carrying the same, will rotate the shaft 14, so as to wind up the spring 15. When the gear-wheel 32 is operated in the opposite di rection, the pins will of course pass beneath the pawl 34 without operating the same. In rewinding the spring it is very important to prevent winding the same too much, forsomething would have to give way or be broken if provision were not made against such overwinding. The mechanism employed in our improved device for preventing the overwinding of the spring forms a very important feature of our invention. In order to accomplish this, we employ two gears 39 and 40, the gear 39 beingsecured to the shaft 14 and being provided with only one spur or tooth 41, which is adapted to engage upon every revolution of the shaft 14 a pair of spurs or gearteeth 42. The teeth upon the gear 40 are arranged in pairs, as shown in Fig. 6 of the drawings, there being suitable intervals be-' tween the said pairs, so that the spur 41 will engage each pair as it revolves. The gearwheel 40 carries upon one of its faces a pin or projection 43, which when the spring is wound up comes into such a position as to engage a ring, as 44, carried by the end of a pivoted lever 45. The ring 44 will therefore aiford such a construction that no matter whether the gear 40 is above or below the shaft 14 or at any intermediate point the pin 43 may engage the said ring when the spring is wound up. The said pin forces the ring 44 away from the gear 40, thus actuating the lever 45 and also the lever 46, which is connected therewith by means of a link 47. Each of the levers 45 and 46 is pivoted to a lever 37, it will lift the same and cause it to engage a pin 51 on the pawl 34 and to raise the latter out of engagement with the pin 33, and thus stop the winding operation. When the pawl is thuslifted out of engagement withv the pins 33, the gear 32 is free to turn upon the shaft 14 until the motor ceases to operate without actuating the shaft 14. It will be seen that by this mechanism no matter how far the spring 15 may have been unwound the rewinding mechanism will be thrown out of engagement whenever the said spring has been sufficiently wound again. This prevents the likelihood of the spring being too tightly wound and broken or of the mechanism being otherwise disabled.

The electrical connections and the means for controlling the mechanical apparatus above described form another important feature of our invention. The gong-box is connected with any suitable source of electrical power, but preferably with a storage battery, and, if desired, the battery may be reinforced and kept in full strength by means of a gravity battery of suitable power. (Not shown.) The distant track-box O is connected with the gong-box by suitable wiring, the wire 52 (see Fig. 7) running from said track-box to a contact 53 of the switch 54. The circuit when the said track box 0 is actuated passes through the switch to the wire 55, which connects the said switch with one pole of the battery 56. The other pole of the battery is connected by a wire 57 with the magnets 58 of a double relay 59, the said magnets 58 being connected by a wire with a track instrument,thus forminga complete circuit through the said magnets 58. The relay 59 is a doublecontact relay, one end of the armature of said relay being adapted to close a circuit through the wire 61, the circuit preserving and breaking mechanism 62,wire 63, battery 56,wire 57, magnet 58, and wires 60 and 61. Thus the first circuit produced by the operation of the track instruments completes a second circuit through the magnets 58,which is preserved until the operation of the circuit preserver and breaker. The operation of the armature of the relay 59 by the magnets 58 also completes a third circuit, which is known as the motorcircuit, and, as seen in the diagrammatical View, Fig. 7, passes through the wire from the relay to one brush 66 of the armature 67, thence through the wire 68 to the tip of the pole-changing lever 69,which is insulated from said lever, whence the circuit passes through a spring contact-lever 70 to the wire 71, which leads the circuit to the field-magnets 72 of IIO the motor. The current then passes through the wire 73 to a spring contact-lever 74 and thence into a contact-block, as 75. From the block 75 the current travels through the wire 7 6 to the other brush 77 of the armature 67 and thence through the wire 78 to the battery 56, the circuit being completed by the wire 85, leading to the armature of the relay 59. This third circuit will set the motor into operation, revolving it in the proper direction to release the gong-actuatin g device, permitting the said gong to be rung, and, finally, operating the segment 7 to such an extent that .its shaft, which carries the circuit-preserving device 62,will actuate the same to break the circuit and change the poles. As seen in Fig. 3 of the drawings, the shaft 8 of the segment 57 also carries a plate 79, the said plate having a pin 80, which engages a lever 81, connected with the switch 54. This switch will thus be operated so as to break the connection between the wires 55 and 52 and establish a connection between the wires 55 and a wire 82, connected with the near track-box D. This changing of the switch 54 operates to render the distant track-box inoperative until after the near box has been actuated. The near box D is also connected by means of a wire 84 with the wire 60, so as to becapable of closing the first, second, and third circuits in the gong-box in the same manner that the distant track-box completes them. There will be this difference, however, in the third or motor eircuit-namely, the third circuit will pass from the battery through the wire 85 to the contact-points of the armature 59, wire 65, brush 66, wire 68, insulated tip of pole-changer 69, spring contact-lever 74, wire 73, field-magnet 72, wire 71, spring 0011- tact-lever 70, block 7 5, wire 76, brush 77, and wire 78 to battery 56 again. It will be noted that in this instance the pole-changer 69 having been operated the current will be sent through the motor in the opposite direction and will reverse the motor, causing the same to stop the gong mechanism by means of the fly 27 and to rewind the spring 15 through the gearing just described.

As illustrated in Fig. 3 of the drawings, the circuit preserving and breaking mechanism and the pole-changing mechanism are preferably mounted upon the framing 2 upon the opposite side thereof from the gearing connected with the motor. The circuit-preserving mechanism comprises a spring-arm 86, loosely mounted on the shaft 8 and having an enlarged outer end, as S7. A pin 88 on the plate 79 operates the arm 86 when the said plate 79 has almost finished its movement in one direction, so that the spring-arm 86 is not bent sufliciently to break it. The enlarged end 87 of the arm 86 is adapted to engage latches S9 and 90, which hold it in its extreme positions. The shaft 8 also carries latch-0perating arms 91 91, which engage the latches S9 and 90, alternately depressing their outer ends, so that their inner ends release the lever 86 at the proper time and permit it to fly to the opposite catch. The enlarged end of the lever 86 is adapted to engage at the extremities of its movement projections on the pole changer 69. This pole-changer comprises a lever having three arms, one of which has an insulated tip, which projects between the spring contact-levers 70 and 74. The other two arms are adapted to engage the lever 86 and also carry certain preserving contacts-prings 92 92, which come alternately into contact with the spring-arms 93 93, suitably secured to the framing 2. These latter contacts are in circuit with a wire 61, as clearly seen in the drawings. When the polechanger 69 is actuated by the lever 86 in one direction, its insulated tip engages a contactpoint on the spring contactlever 70 and forces the same away from the contact-block 75, the other spring contact-lever 74 at the same time being free to engage the said block 75, as seen in Fig. 7 of the drawings. When the polechanger 69 is moved in the other direction, it will force the spring contact-arm 74 away from the block 75 and permit the other spring contact-arm 70 to engage the said block, thus reversing the circuit through the motor.

Our improved track instruments are well adapted for operating the gong mechanism and are so constructed as to be arranged by the sides of the rails of the track. Each of these instruments comprises a main box or casing 94,which is arranged adjacent to the tracks. The levers and 96 are pivotally mounted in this casing 94 at their outer ends, their adjacent ends being provided with olfset portions, as at 97, so that when the lever 95 is depressed it will carry the lever 96 with it, but when the lever 96 is depressed it will not actuate the lever 95. These levers are adapted to be held in their uppermost position normally by means of springs 98 98, arranged in the boxes 94 beneath them, and are limited in their upward movement by means of projections or rods 99, which project so as to strike the top of the casing 94 when the said levers have reached the upward limit of their movement. As seen in Fig. 9 of the drawings, the levers 95 and 96 are preferably made tapering in cross-section, so as to fit snugly in the slots in the top of the casing 94, and thus prevent the entrance of dirt and water, ice, and other foreign substances at this point. About centrally of each casing 94 and upon one side thereof is formed a second or auxiliary casing 100, which contains a circuit-closing lever 101. The lever 101 is mounted upon a shaft 102, which extends through the auxiliary casing and into the main casing 94. An arm 103 is secured to the said shaft 102 in the box 94 and has pivotally secured to it an upright arm, as 104. The upper end of this arm 104 normally stands beneath the projection 105 upon the lever 95, so that when the said lever is depressed by the wheels of a train the arm 104 will be forced downwardly and the shaft 102 be so rocked as to cause the lever 101 to complete a circuit through the gong mechanism. When the lever 96 is depressed, it will operate a link 106, which is pivotally connected with an arm 104, and will thereby force the arm 104 from beneath the projection 105, so that the circuit-closing lever 101 will not be operated by the depression of the lever 95. It will be apparent that when a train travels in one direction, so as to actuate the lever first, the circuit will be completed through the gong-operating mechanism, and when the train travels in the opposite direction and operates the lever 96 the circuit will not be completed through the gong mechanism. The lever 101 is preferably provided with a double contacting end portion, as 107, which when the lever is operated is adapted to be forced upwardly between the contact-points 108 108, mounted upon a suitable block in the auxiliary casing 100. Each of the said contactplates is electrically connected by means of wires with the gong mechanism, as heretofore described,so that when the leverlOlis brought between said plates the electric current will pass from one plate 108 through the said lever to the other plate 108, thence to the gongringing mechanism and source of electricity through one wire, and back again to the first plate 108 through another wire, thus completing the circuit. In order to insure the return of the lever 101 to its normal lower position, we provide said lever with an upwardlyextending arm 109, the upper end of which is engaged by a strong spring 110, interposed between it and one of the walls of the auxiliary casing 100. When the wheels have passed over the levers 91 and 96 and they are returned to their upper position, the spring 110 will force the lever 101 from between the contacts, thus leaving the circuitjopen at this point. The downward movement of the lever 101 is regulated by a set-screw 111. The construction of the distant track-boxes and the near track-boxes is preferably made alike and all operated in the same manner.

While our improved signal mechanism is designed primarily to sound a gong at a crossing, yet it will be apparent that the shaft 8 may be prolonged so as to extend through the casing 1 and carry a signal-paddle, as 112. The paddle will be so arranged upon the shaft 8 that when the gong mechanism is ringing it will be lowered across the road and may have a suitable sign upon it indicating danger. The other end of the said paddle may also carry red glasses, as at 113, which when the paddle is lowered will be brought opposite a white light, as at 11 1, the said light being produced by a suitable lantern'mounted on the casing 1. It will thus be observed that passers by will be warned in the daytime by the paddle, as well as the gong, and at the night-time by a red light, as well as the said gong. We also arrange a lantern so as to throw a light up the railroad-track and proing.

vide the paddle with a rear glass, preferably red, as at 115. This light will be seen by the engineer of an approaching train, and he will know that the paddle is down and that the gong is warning the passers-by of the approach of the train and will thereby be permitted to run his train without slackening speed. If, however, the gong mechanism should not operate for some unforeseen cause, the paddle would be up, and the red glass would be inits lower position opposite the white light, as seen in Fig. 2 of the drawings. An engineer approaching would therefore observe a red light and know that something prevented the operation of the gong and the signal and would slacken the speed of the train or take other precautions to warn people at the crossing. It will be apparent that the operation of our improved signaling device is entirely automatic and that it is capable of giving the proper signal no matter how the trains may be run over the crossing. The device will also ring the gong and operate a signal-paddle as long as the train remains upon the section included in the gong-operating circuit upon each side of the crossing and will be instantly stopped as soon as the train passed off the said section. It will be noted also that we use a spring mechanism for operating the gong and that the said spring will be automatically rewound after it has been used, so that it will always be in readiness for the passage of the next train. It will further be noted that we employ a track-circuit for keeping the near boxes circuit open until the train has passed the crossing, thus rendering the said near boxes inoperative until it is desired to stop the ringing of the gong. It will also be seen that we use a signal to the engineer at night, so that he may be able to tell whether the gong mechanism is operating and giving the proper warning to the passing public.

The operation of the gong by a train approaching and passing the crossing is as fol lows: The wheels of the train depress the levers in the distant-track box 0, thereby completin g the first circuit in the gong-box at the crossing, which in turn completes the second and third circuits in said gong-box. The third circuit, as heretofore described, passes through the motor 3, actuating the same in one direction, so as to rotate the pinion 4, gear-wheel 5, and drum 11. The drum 11 is thus revolved, so as to drop the lever 9 and release the fly 27, permitting the spring 15 to operate the gong at once and to continue the said operation until the train passes the cross- The gear-wheel 5 at the same time actuates the segment 7 through the agency of the pinion 6. Motion is thus imparted through the segment and its shaft 8 to the pole-changing device, whereby the current will be reversed through the motor when a circuit is again completed through it. This mechanism also breaks the circuit through the motor and actuates the switch 54, so as to throw the distant box outof circuit with the gong mechanism and the near box D into circuit, ready to be actuated by the last pair of wheels of the train as it passes the crossing. A second train, therefore, passing on the section before the first train has left it could not actuate the gong-box because of the position of the switch 54. The shaft 8 of the segment 7 will also aetuate the signal-paddle, if one is used, and the signal-lights, as above set forth. \Vhen the train passes the crossing, its last wheels will actuate the levers of the near box D, which is in circuit with the gong-box, because of the position of the switch t, and complete the first, second, and third circuits in the gong-box, the said third circuit in this instance being reversed through the motor. The motor is thus reversed, which will actuate the pinion 4 and gear-wheel 5, so as to raise the lever 9, by means of the cam 10 and drum 11, causing the said lever to engage the fly. The fly will thus be arrested in its movement, which will instantly stop the ringing of the gong and hold it thus until a distant box is again actuated by an approaching train. The spring will now be rewound by the motor through the gears 4, 5, 31, and 33 and shaft 14, the mutilated gears and 40, ring 44-, and levers 45 and 4G preventing the possibility of winding the said spring too tightly. The segment 7 will also be moved in a reverse manner, its shaft again throwing the circuit-breakin g and pole-chan gin g mechanism, which in turn again sets the switch 54, so as to bring the distant-track box into circuit with the gong-box. The relaysE will of course prevent the completion of a circuit through the gong-box by the near or home instruments as long as a pair of wheels remain on the rails in circuit with said relays E.

Having now described our invention, what we claim as new, and desire to secure by Letters Patent, is

1. A signal mechanism comprising a gongringing mechanism, distant track instruments, wires connecting the said instruments with the said gong-ringing mechanism, neartrack instruments, wires connecting the said near-track instruments with the said gongringing mechanism so that it maybe actuated after the train has passed the crossing, means for ringing the gong and means for setting the gong-ringing mechanism in position to be actuated again by distant-track instruments, substantially as described.

2. An electrical signaling apparatus comprisinga gong-rin gin g mechanism, an electric motor mounted therein, gearing connecting said motor with a circuit making and. breaking device, track instruments connected by wire with said motor, a spring-motor for ringing the gong, and gearing connecting the said gong-ringing mechanism with the said motor, whereby the spring of the gong-operating mechanism may be rewound and set ready for the next operation of the device, substantially as described.

3. Asignal comprisingagong-ringingmechanism, a switch for changing the direction of an electrical current passed through the said mechanism, a gong arranged in said mechanism, a spring-actuated means for actuating said gong, means for setting it into operation at the proper time, an electric motor adapted to automatically rewind the gong-operating mechanism and at the same time to set the said switch in proper position for the next operation of the device, and means for preventing the overwinding of the said spring, substantially as described.

4. In an automatic electric signaling device for railway-crossings, the combination with a gong-ringing mechanism, of distant-track instruments electrically connected therewith, and near-track instruments also connected therewith, a local track-circuit adapted to be completed and held closed by the wheels of a train for holding the circuit through the near-track boxes open and therefore in an inoperative posit-ion until the wheels of the train have passed the crossing, substantially asdescribed.

5. In an electric signal, the combination with suitable framing, of an electric motor mounted therein, gearing connecting the said motor with a gong mechanism, a lever pivoted to the said framing and carrying a pivoted cam, said cam engaging the drum or hub of one of the gear-wheels for controlling the starting and stopping of the mechanism, the construction being such that when the motor is actuated in one direction the cam will lower the lever and permit the gearing of the gong mechanism to operate and when the motor is reversed, the lever will be raised by the action of the cam so as to stop the gong-operating mechanism, substantially as described.

6. In an electrical signaling apparatus, the combination with a suitable framing, of a motor mounted therein, a pinion on the said motor engaging a gear-wheel pivoted to the framing, an enlarged hub or drum formed upon the said gear -wheel, a pivoted arm mounted upon the end of a pivoted lever and adapted to project into the path of a portion of the gong mechanism, whereby when the motor runs in one direction, the cam will lower the lever and permit the gong mechanism to operate and when the motor is run in the opposite direction, the lever will be raised by the action of the cam and stop the gong mechanism, a pinion meshing with the said gear-wheel, a segment meshing with the said pinion, a circuit making and breaking mechanism actuated by the said segment and a pole-changing mechanism operated by the said circuit making and breaking device, the construction beingsuch that when the motor is set into operation, it will automatically break the circuit at the proper time and change the poles of the current so that when a circuit is completed through the motor again, it will be reversed and run in the opposite direction, substantially as described.

IIO

'7. In an electrical signal for railway-crossings, the combination with a suitable frame, of a gong-ringing device comprising gearing actuated by a mainspring, a ratchet-wheel operated by the said gearing, a tapper or hammer actuated by the said ratchet-wheel so as to strike a suitable gong, electricallycontrolled means for starting and stopping the operation of the said ringing mechanism, a motor connected with said mechanism and adapted to automatically rewind the said spring, substantially as described.

8. In an electric signal for railway-crossings, the combination with a suitable framing, of a gong mechanism mounted therein, comprising gearing actuated by a mainsprin g, a motor mounted in the said framing, a train of gearing connecting the said motor with a loose gear upon the shaft of the mainspring, pawls or levers carried by the said shaft and adapted to be operatedby the said loose gearwheel, intermediate gearing interposed between the gong-operating gears and the shaft of the mainspring, and pivoted members adapted to be operated by the said intermediate gearing, the construction being such that when the spring has been more or less unwound the motor will wind the same, but will be automatically thrown out of engagement with the winding mechanism when the spring has been fully wound and thereby pre- Vent the breakage or straining of the parts, substantially as described.

9. In an electrical signal, the combination with agong-operating mechanism comprising gearing actuated by the main-spring, of an electric motor, a train of gearing connecting the said motor with a loose gear-wheel upon the shaft of the mainspring, the said loose gear-wheel being provided with a series of pins projecting laterally through one face, an

arm rigidly secured to the shaft of the main spring and carrying a pawl adapted to engage the pins on the loose gear-wheel, a lever for lifting the pawl out of engagement with the said pins, and means for automatically engaging the said lever at the proper time to lift the pawl from its engagement with the loose gear-wheel and stop the winding of the spring before it becomes too tight, substantially as described.

10. In an electrical signal for railway-crossings, the combination with a gong-sounding mechanism comprising suitable gearing actuated by a mainspring, of gearing connecting the shaft of the mainspring with an electric motor, one wheel of the said gearing being loosely mounted upon the said shaft, a pawl carried by said shaft, laterally-extending pins upon the said gear-wheel adapted to engage the said pawl, an arm secured to the shaft, a short shaft carried by the said arm and hold ing the said pawl, a lever also secured tothe said short shaft and a spring holding said 1ever in its normal position, a pivoted arm carrying a stud for lifting the said lever and thereby the said pawl so that the teeth on the gear-wheel will not actuate the same, a second lever connected with the said carryinglever and provided with a ring, intermediate gearing interposed between the ring and the shaft of the mainspring, said intermediate gearing comprising a pinion having a single tooth secured to the said shaft and a gearwheel having pairs of teeth arranged at intervals so as to be operated by the said toothed gear, a pin upon the said gear-wheel adapted to engage the ring and force the same away from it when the spring is completely wound, whereby the said stud carried upon the studlever will be brought into the path of the pawl-actuating lever for disconnecting the motor from the spring-shaft, substantially as described.

} 11. In an electric signal, the combination of a gong-operating mechanism comprising a mainspring a motor for winding the same, gearing connecting it with a counter-shaft means connecting the said counter-shaft with a bell-hammer, a ratchet upon the said counter-shaft, spring-actuated pawls for engaging the said ratchet-wheel for preventing the said shaft from turning in the wrong direction, gearing also connected with the said shaft and communicating motion to a suitable fly or regulator, and means operated by said motor for stopping or releasing the said fly to start or stop the ringing of the bell, substantially as described.

12. In an electric signal, the combination with a gong-operating mechanism, of an electric motor adapted to wind the same,'gearing connecting the said motor with a circuit breaking and making device, comprising a spring-arm, catches for holding the same in its extreme positions, means for releasing the said catches, a pole-changer operated by the said arm and having contact making and breaking points, spring contact-levers adapted to be engaged by the said pole-changer for reversing the current through the motor, a relay in the motor-circuit, electrically connected with a suitable battery and near and distant track instruments, a switch also connected up in the said circuit and adapted to be operated by the arm-operating mechanism, the construction being such that when the distant-track instruments close the circuit, the relay will be actuated and close a second circuit through the said relay, a third circuit being also closed at the same time through the electrical motor for operating the mechanism in the gong-box, substantially as described.

13. In an electric signal, the combination with a suitable gong-ringing mechanism, of a rock-shaft connected with said mechanism adapted to be operated in conjunction therewith, a paddle-arm carried by the said rockshaft and having a danger-paddle at one end and red glasses at the other end, a lantern secured to the gong-casing adapted to throw a light up and down the road at the crossing and also along the railroad-track, a third glass secured to the end of the paddle-arm and adapted to cover the light which is seen from the railway-track when the gong mechanism is not operating so as to warn an approaching engineer that the said gong mechanism is not in proper operation, substantially as de scribed.

14. In an electric signal, for railway-crossings, the combination with a gong-ringing mechanism, of track instruments for operating the same comprising casings or boxes adapted to be secured by the sides of the rails, wheel-actuated levers pivoted in each of the said boxes, a projection upon one of the said levers, an upwardly-extending arm adapted to be struck by said projection, a contaet-lc ver mounted in each box connected with the said arm and adapted to complete the circuit between suitable contact-points and a spring for holding the same normally out of engagement with the said points, substantially as described.

15. In a track instrument for railway-signals, the combination with a suitable casing, of pivoted levers mounted therein, adapted to be operated by the wheels of a train, an auxiliary box mounted upon the side of the first casing, a shaft extending through both boxes, a contacting arm secured to the said shaft in the auxiliary box, an arm also connected with the said shaft and adapted to engage one of the wheel-operated levers so as to be operated thereby for raising the contact-arm and means connecting the said arm with the other wheel-operated lever for throwing the arm aside, contactpieces adapted to receive the contact-arm between them when it is raised and thus complete a circuit through the electric signal, a spring-pressed arm also connected with the said shaft, a strong spring interposed between the said arm and the auxiliary casing for normally holding the contact-arm out of engagement, and a screw for adjusting the depth to which the arm drops, substantially as described.

16. In atrack instrument for electrical railway-signals, the combination with a casing, of levers mounted therein, said levers having olfset portions at their meeting ends, whereby one lever when depressed carries the other with it, whereas the other lever, when depressed, does not affect the first-mentioned lever, a projection upon the first-mentioned lever for operating a contacting device, an arm adapted to be operated by the said projection and connected with the said contacting devices, a link connecting the said arm with the second-mentioned lever, the construction being such that when the secondmentioned lever is depressed first, it will throw the arm out from beneath the projection on the first-mentioned lever so that when the said first-mentioned lever is depressed, it will fail to actuate the contact-making device, substantially as described.

In testimony whereof we hereunto aifix our signatures in presence of witnesses.

J AMES M. WILLIAMS. THOMAS P. KINNEY. HARRY WV. KINNEY.

Witnesses to signatures of James M. \Villiams and Thomas P. Kinney:

N. H. MAssIE, CHAs. L. HOLLAND.

\Vitnesses to signature of Harry W. Kinney:

E. T. KREBBS, M. P. POINDEXTER. 

